Abstract: A dual-acting single-spring twin-tube shock absorber assembly is provided. The assembly includes at least one twin-tube shock absorber component; at least one piston rod component coaxially coupled with said twin-tube shock absorber component and configured to telescope in and out of out of the same with compression and extension stroke respectively; one helical compression spring disposed outside the outer wall of said twin-tube shock absorber component; at least one spring guide component and at least one spring actuator component which is adapted to perform the dual action of achieving compression and extension force and a neutral position at the center without preload.

Abstract: A vehicle height adjustment device of the present invention includes a motion conversion unit that includes a rotating member and a linear motion member, and that converts a rotational motion of the rotating member into a linear motion of the linear motion member, a plurality of motors, a driven gear coupled to the rotating member, a plurality of drive gears that meshes with the driven gear, and a spring seat that is coupled to the linear motion member, and that supports one end of a suspension spring interposed between a vehicle body and an axle of a vehicle, wherein after driving the spring seat and then stopping the spring seat, some drive gears of the drive gears are driven in a direction opposite a drive direction of the spring seat.

Abstract: A vehicle suspension arm includes: a wheel support portion which supports a wheel through a ball joint serving as a joining member; a front side vehicle body installation portion serving as a vehicle body installation portion which is installed in a vehicle body; and a wheel side portion which joins the wheel support portion to the front side vehicle body installation portion. The wheel side portion includes an offset portion, which has a cross-sectional shape with a gravity center being offset upward or downward from a straight line that connects the ball joint to the front side vehicle body installation portion.

Abstract: In a vehicle provided with an in-wheel motor disposed below a spring of a front wheel, an anti-dive angle of a front suspension is set to form an angle which is inclined towards an upper side of the vehicle with respect to a horizontal line drawn from a ground contact point of the front wheel to a rear side of the vehicle, and an arc-shaped trajectory of a wheel center resulting from displacement of the front suspension is set to be movable towards the upper side of the vehicle and towards the rear side of the vehicle.

Abstract: A front unit of a motor vehicle includes a transverse beam forming a casing with a steering rack and having, at ends of the transverse beam, protuberances arranged to be fixed to a receiving structure of the vehicle. The front unit also includes two suspension arms, each positioned at one of the ends of the transverse beam and each having at least one first and one second pivot joint. The transverse beam includes a fixing interface to receive a single pivot joint of each of the suspension arms.

Abstract: A rear shock absorber mounting structure for a vehicle includes a rear shock absorber upper cover which may be mounted on a wheel housing and on which a rear shock absorber may be engaged and supported, an inner dual rail member which may be mounted on an inner surface of the wheel housing, which may be oriented toward a vehicle interior along a width direction of a vehicle, and an outer dual rail member which may be mounted on an outer surface of the wheel housing, which may be oriented toward an outside of the vehicle interior along the width direction of the vehicle, and thereby, the rear shock absorber mounting structure may be configured by a simple structure, and mounting stiffness of the rear shock absorber may be increased.

Abstract: A vehicle front suspension includes a lower suspension support structure, an upper suspension support structure, a steering knuckle and a strut. The steering knuckle has a lower end pivotally coupled to the lower suspension support structure and an upper end. The strut has an upper end connected to the upper suspension support structure, and a lower end fixedly attached to the upper end of the steering knuckle by an upper knuckle breakaway structure. The upper knuckle breakaway structure has a predetermined frangible part that releases the upper end of the steering knuckle from the strut upon application of a prescribed rearward directed force on at least one of the lower suspension support structure and the steering knuckle.

Abstract: An attachment structure of a stabilizer link is provided having one end pivotally fitted to an end of a stabilizer and the other end coupled to a wheel support member by a coupling device. A positional relationship of pivot points of the one end and the other end of the stabilizer link relative to the kingpin axis is set such that when the stabilizer link is displaced relative to the wheel support member in accordance with rolling of a vehicle at the time of turning, the wheel support member is pivotally displaced about the kingpin axis in the direction where a steered angle of the steered wheel is increased, and when a magnitude of roll angle of the vehicle is large, the coupling device increases a ratio of a pivotal displacement amount of the wheel support member relative to the roll angle of the vehicle as compared with a situation where a magnitude of roll angle of the vehicle is small.

Abstract: A traveling apparatus performs an inverted pendulum control to maintain an inverted state of a vehicle body and travels with a passenger thereon. The traveling apparatus includes a drive portion that drives the vehicle body; a riding detection portion that detects a start of riding on the vehicle body by the passenger; a command generation portion that generates a torque command value to perform the inverted pendulum control and a position control to move the vehicle body to a position that facilitates the riding, when the start of riding is detected by the riding detection portion; and a control portion that controls the drive portion based on the torque command value generated by the command generation portion.

Abstract: A suspension system may be provided. The suspension system may comprise a wheel support idler and a strut. A top end of the strut may be attached to a bottom of the wheel support idler. The suspension system may further comprise a spring configured to absorb shock from the strut. A bottom of the spring may be attached to a top of the wheel support idler. The suspension system may further comprise a first tower and a second tower. The wheel support idler may be configured to slide up and down on the second tower and the wheel support idler may not contact the first tower.

Abstract: A wheel suspension is described with a wheel-guiding McPherson strut unit which has a helical compression support spring, a shock absorber which is connected on one end to the body and on the other end to the wheel, and a suspension arm, the helical compression spring being made such that the helical compression spring at least partially compensates for transverse forces which occur on the shock absorber without the action of the helical compression spring. To enable the weight of the helical compression spring to be reduced, the helical compression spring is constructed and arranged so that the stress in the spring is at least approximately, preferably exactly, the same on the side of the spring center line or line of action of the spring force facing the wheel as on the side facing away from the wheel. This makes it possible to reduce the weight throughout by roughly 10%.

Abstract: A strut assembly includes a top mount assembly, a shock absorber, a multi-piece lower spring seat and a spring extending between the top mount assembly and the multi-piece lower spring seat. The multi-piece lower spring seat includes a spring seat belt holding the spring and a plurality of seating supports that are attached to the shock absorber and which support the spring seat belt.

Abstract: The invention provides a knuckle and a method of manufacturing the knuckle that do not cause an increase in the number of man-hours. A knuckle according to the invention is equipped with a knuckle part for fixing a shock absorber constituting a suspension unit, a bearing for rotatably supporting a wheel, and a knuckle part for supporting the bearing. The knuckle part is constructed by being extruded in an axial direction of the shock absorber and the knuckle part is constructed by being extruded in an axial direction of the bearing.

Abstract: The invention relates to a wheel suspension system for a motor vehicle, having a lower link for the fastening of a wheel which is coupled to a chassis underframe and is supported on the body via a spring. The chassis underframe is mounted on the body via elastic bearings and has an annular mounting on which the spring plate of the spring is supported before the wheel suspension system is installed. In the fitted state, the spring plate is pressed out of the mounting by the body and is therefore decoupled from the chassis underframe.

Abstract: An upper support apparatus for use in a suspension system of a vehicle is disclosed, wherein the apparatus includes an upper support plate defining at least one aperture, the upper support plate coupled to a body of the vehicle. The upper support apparatus further includes a resilient member coupled to an underside of the upper support plate, wherein at least one portion of the resilient member is adapted to protrude through the at least one aperture and wherein the at least one portion of the resilient member prevents direct contact between the upper support plate and the body of the vehicle.

Abstract: Suspension thrust bearing device (5), particularly for a motor vehicle, comprising a rolling bearing forming an axial thrust bearing and an annular end plate (18) provided with means of axial retention of the rolling bearing, the rolling bearing comprising an upper ring (15), a lower ring (16) and a plurality of rolling elements (17) positioned between the upper ring and the lower ring. The device comprises both a dynamic seal (19b) between the end plate (18) and the lower ring (16), and a static seal (19a) between the end plate (18) and the upper ring (15).

Abstract: The invention relates to a wheel suspension for steered wheels of motor vehicles having a telescoping shock absorber which is preferably permanently connected to the wheel carrier and a helical compression spring which surrounds it and which is clamped between a lower spring plate which is preferably permanently connected to the shock absorber tube and an upper, body-side spring plate. According to the invention for vertical adjustment of the body around the shock absorber there is an actuator, and the actuator acts by way of an actuating pinion with the interposition of an axial anti-friction bearing on the upper spring plate.

Abstract: A strut top mount utilizing a mount dome including lightweight polymeric material for the primary structural member as a replacement for the steel material that is traditionally used. The utilization of the polymeric material is possible because the factors associated with strut top mount stresses are successfully managed by a strategic geometric arrangement of the components thereof and the body structure to which it interfaces, as for example by the mount dome being configured to seat in abutting relation to a support shell of the strut tower, wherein the polymeric material is placed under compression. A load bypass is provided in the event of a maximum jounce event.

Abstract: The invention relates to a wheel suspension system for a motor vehicle, having a lower link for the fastening of a wheel which is coupled to a chassis underframe and is supported on the body via a spring. The chassis underframe is mounted on the body via elastic bearings and has an annular mounting on which the spring plate of the spring is supported before the wheel suspension system is installed. In the fitted state, the spring plate is pressed out of the mounting by the body and is therefore decoupled from the chassis underframe.

Abstract: A strut type suspension with a reduced difference between left and right suspensions in a moment-arm length change during stroke operations of left and right suspensions in phase is disclosed. The suspension includes a strut, an upper spring seat, a lower spring seat, and a coil spring. A coil center axis of the coil spring and a kingpin axis are set to be in a twisted relationship. In a plan view seen from an upper side along an axis of the strut, a lower axis center of the coil spring is located in a front side of the vehicle with respect to the axis of the strut, and, in said view, a line connecting an upper axis center of the coil spring and the axis of the strut extends in a rotating angle around the axis of the strut between 40 degrees and 50 degrees with respect to a line connecting the lower axis center of the coil spring and the axis of the strut.

Abstract: A suspension system (10) for a vehicle for suspending a wheel (1) is disclosed. The suspension system (10) includes a motor (12) for driving the wheel of the vehicle; a first suspension (22) for supporting the wheel (1) of the vehicle with respect to the vehicle body; a second suspension (30) for elastically supporting the motor (12) with respect to the vehicle body; and a power transferring mechanism (14) for transferring power from the motor (12) to the wheel (1) while permitting relative movement of the motor (12) with respect to the wheel (1).

Abstract: A stabilizing apparatus and method that replaces the existing shock absorber of a road vehicle that works to resist the initiation of body roll during cornering. It seeks to counter act the forces being generated by the vehicle suspension springs that exacerbate the rollover propensity of vehicles during certain steering maneuvers.

Abstract: A wheel provided with an electro motor in the wheel. A wheel strut is attached to a vehicle, and a wheel is attached to the wheel strut. The electro motor causes a wheel attachment component to rotate about its longitudinal axis. Data from the wheel is exchanged with other similar wheels.

Abstract: A strut suspension can include a shock-absorber/spring assembly having a lower portion mountable at one end to an upper portion of the steering knuckle. A transverse link can be connectible to the steering knuckle at a location opposite from the shock-absorber/spring assembly. A rocker arm can be supportable for pivotal movement from the vehicle body and can be pivotally connectible to the shock-absorber/spring assembly from the steering knuckle. A push rod can be pivotally connectible to the rocker arm and can extend between the rocker arm and the transverse link. The upper end of the shock-absorber/spring assembly can be connected to either an inboard or outboard portion of the rocker arm, while an upper end of the push rod is connected to the other of the outboard or inboard portion of the rocker arm.

Abstract: A vehicle includes front and rear suspension systems. The vehicle includes front left and right strut assemblies respectively including front left and right knuckles. Rear left and right strut assemblies respectively include rear left and right knuckles. The knuckles are common with one another with each knuckle having a common lower suspension attachment boss. The front left and right knuckles respectively receive front left and right connection members at the lower attachment boss. The connection members are respectively interconnected to the front left and right suspension components. The rear left and right knuckles respectively receive rear left and right connection members at the lower attachment boss respectively interconnected to rear left and right suspension components. The overall suspension for the vehicle is designed by determining the knuckle position parameters for one of the knuckles including such features as suspension member, brake, and wheel assembly attachment points.

Abstract: A strut assembly includes a strut having an upper and lower spring seat attached to it. A spring is disposed between the upper and lower spring seat. In its uncompressed state, the spring seat has a non-linear shape such that when it is compressed it exerts a lateral force on the strut. The non-linear shape of the spring in its uncompressed state is designed to allow the insertion of the strut through the spring when the spring is in its uncompressed state.

Abstract: A vehicle includes front and rear suspension systems. The vehicle includes front left and right strut assemblies respectively including front left and right knuckles. Rear left and right strut assemblies respectively include rear left and right knuckles. The knuckles are common with one another with each knuckle having a common lower attachment boss. The front left and right knuckles respectively receive front left and right connection members at the lower attachment boss. The lower attachment boss is respectively interconnected to the front left and right suspension components. The rear left and right knuckles respectively receive rear left and right connection members at the lower attachment boss respectively interconnected to rear left and right suspension components. The overall suspension for the vehicle is designed by determining the left knuckle position parameters such as suspension member, brake, and wheel assembly attachment points. Similarly, the right knuckle position parameters are determined.

Abstract: A bump cushion (18) is inserted and fixed in an outer periphery of an upper portion of a piston rod (17) connected to a vehicle body mount (5), and the bumping of the upper portion of a cylinder (8) on the bump cushion (18) at the time of the compression operation absorbs the jolts. A circular clearance (25) is all the time formed between an inner periphery of the bump cushion (18) and an outer periphery of the piston rod (17) and the clearance (25) is communicated with an outside.

Abstract: A stabilizing apparatus and method that replaces the existing shock absorber of a road vehicle that works to resist the initiation of body roll during comering. It seeks to counter act the forces being generated by the vehicle suspension springs that exacerbate the rollover propensity of vehicles during certain steering maneuvers.

Abstract: A suspension strut includes a cylinder; a chamber surrounding the cylinder, the chamber being at least partially filled with hardenable material; and a spring collar having a sleeve section which is received in the hardenable material so that said material, in a solid state, transmits a supporting force from the cylinder to the spring collar. The sleeve section has a radial clearance with respect to said cylinder, so that sleeve section can be installed in said chamber at a predetermined angle to said cylinder.

Abstract: A wheel suspension with a wheel-guiding strut in provided which includes a helical compression spring, a shock absorber, and a suspension arm, and which is connected to a body and to a wheel. The helical compression spring is preferably made such that it at least partially compensates for transverse forces on the shock absorber or on the piston rod of the shock absorber. Provisions are made for reducing or minimizing or eliminating the force which is delivered to the steering mechanism and which results from the difference between the components of the helical compression spring forces FF acting in the direction of travel, and thus the reaction forces RF, on the left and right sides of the vehicle.

Abstract: A vehicle includes front and rear suspension systems. The vehicle includes front left and right strut assemblies respectively including front left and right knuckles. Rear left and right strut assemblies respectively include rear left and right knuckles. The knuckles are common with one another with each knuckle having a common lower suspension attachment boss. The front left and right knuckles respectively receive front left and right connection members at the lower attachment boss. The connection members are respectively interconnected to the front left and right suspension components. The rear left and right knuckles respectively receive rear left and right connection members at the lower attachment boss respectively interconnected to rear left and right suspension components. The overall suspension for the vehicle is designed by determining the knuckle position parameters for one of the knuckles including such features as suspension member, brake, and wheel assembly attachment points.

Abstract: Methods and apparatus related to the suspension and steering of all terrain vehicles (ATVs) are disclosed. An ATV having a frame and a wheel carrier for rotatably supporting a wheel is provided. A tie rod is coupled to the wheel carrier at an outer joint. An inner joint of the tie rod is preferably located in a desirable location. A method for identifying the desirable location may include the steps of defining a first reference plane associated with a full compression position of the suspension, defining a second reference plane associated with a full extension position of the suspension, identifying a reference line formed by an intersection of the first reference plane and the second reference plane, and selecting a location proximate the reference line as the desirable location for the inner joint.

Abstract: The present invention provides a vehicle suspension where bump stoppers are installed in an upper end of a strut and on an upper end of a lower arm respectively so that the bump stoppers can operate separately or simultaneously, depending on the size of a load, to absorb or reduce vibration or shocks.

Abstract: A suspension strut includes a cylinder; a chamber surrounding the cylinder, the chamber being at least partially filled with hardenable material; and a spring collar having a sleeve section which is received in the hardenable material so that said material, in a solid state, transmits a supporting force from the cylinder to the spring collar. The sleeve section has a radial clearance with respect to said cylinder, so that sleeve section can be installed in said chamber at a predetermined angle to said cylinder.

Abstract: A suspension assembly is provided for a vehicle including a frame. A lower control arm having first and second opposing portions is pivotally connected to the frame at the first portion. A knuckle is supported on the second portion of the lower control arm with a wheel supported on the knuckle. A strut having a lower end is connected to the knuckle and an upper end of the strut is connected to the frame at an upper connection. The upper connection generally constrains the upper end of the strut against vertical movement while permitting limited lateral movement of the upper end relative to the frame. In one embodiment, a linkage assembly including a first link is operatively connected between the lower control arm and the frame. A second link interconnects the upper end of the strut and the first link portion for moving the upper end laterally in the upper connection in response to vertical movement of the lower control arm.

Abstract: A stabilizing apparatus and method that replaces the existing shock absorber of a road vehicle that works to resist the initiation of body roll during cornering. It seeks to counter act the forces being generated by the vehicle suspension springs that exacerbate the rollover propensity of vehicles during certain steering maneuvers.

Abstract: A suspension assembly is provided for a vehicle including a frame. A lower control arm having first and second opposing portions is pivotally connected to the frame at the first portion. A knuckle is supported on the second portion of the lower control arm with a wheel supported on the knuckle. A strut having a lower end is connected to the knuckle and an upper end of the strut is connected to the frame at an upper connection. The upper connection generally constrains the upper end of the strut against vertical movement while permitting limited lateral movement of the upper end relative to the frame. In one embodiment, a linkage assembly including a first linkage portion is interconnected between the lower control arm and the frame. A second linkage portion interconnects the upper end of the strut and the first linkage portion for moving the upper end laterally in the upper connection in response to vertical movement of the lower control arm.

Abstract: A rotary actuator for a vehicle having an electric/hydraulic motor that is used to rotate a strut tube. The motor is mounted inside the suspension spring and around the tubular portion of the strut tube. A first shaft receives the output of the motor and transfers it to a gearbox that reduces the speed. A second shaft receives the output of the gearbox. A torque rod is attached to the opposite end of the second shaft and transfers the rotation of the second shaft through a semi-circular slot in the spring seat to a annular member. The annular member is further attached back to the strut tube, thus when the motor is energized, the rotation is transferred through the assembly to the strut tube causing it to rotate and steer the road wheel to which it is attached.

Abstract: A vehicle steering assembly comprising a vehicle steering system, a wheel assembly including a pivotal wheel hub for supporting a wheel, a knuckle mounted to the hub, and a pivot arm extending outward from the knuckle. The vehicle steering assembly further including a connector rod interconnecting the vehicle steering system and the pivot arm for transmitting linear motion from the vehicle steering system through the connector rod to rotate the wheel assembly. The connector rod including a first end connected to the vehicle steering system, a second end pivotally connected to the pivot arm, and a shaft portion interconnecting the first and second ends. The connector rod further including a first mechanism to allow the connector rod to pivot in a first plane in relation to the vehicle, and a second mechanism to allow the connector rod to pivot in a second plane, approximately orthogonal to the first plane.

Abstract: A number of embodiments of reinforcing arrangements for vehicle bodies wherein the suspension for the ground engaging element is transmitted to the vehicle body and reinforcement is provided in this area. Rather than providing rigid reinforcement, as with the prior art, various forms of damping arrangements are disclosed including those which permit different damping in one direction from the other and utilizing either elastic or hydraulic viscous type dampers.

Abstract: An articulating between two linking parts, said articulation comprising a hinge yoke provided with two non-parallel shafts each defining an axis of rotation and carried by each of the two linking parts respectively, with elastic hinge rings inserted between capable of being stressed in torsion about the axis of rotation of the associated shaft. The invention is characterized in that the hinge yoke is provided with at least one bore for passage of a first shaft with at least an elastic hinge ring inserted between capable of being stressed in torsion about the first shaft axis of rotation (the “first axis of rotation”), such that the relative allowable angular displacement between the linking parts about the first axis of rotation results from the sum of the allowable angular displacement of the linking part relative to the first shaft and the allowable angular displacement of the first shaft relative to the hinge yoke.

Abstract: A module (10) for a motor vehicle comprising a suspension strut (12) including an outer tubular housing (16) for a hydraulic damper (24) and a spring seat (18); and a steering knuckle (14); wherein the housing, the spring seat and the steering knuckle are formed as an integral one-piece assembly. Reduces assembly complexity, time and cost.

Abstract: A vehicle suspension arrangement for a steerable road wheel of a motor vehicle is disclosed having a lower suspension arm 112 for pivotably connecting a wheel hub 111 to part of the body structure 78 of the motor vehicle. The suspension arm 112 is a planar member which lies on the plane P-S-T but has a pivot axis P—P that is offset from the plane P-S-T. In this way the pivot axis P—P of the suspension arm 112 is arranged to be closer to a longitudinal axis L—L of a steering rack 113 than is the plane P-S-T.

Abstract: The present invention is directed to a vehicle wheel suspension which includes a strut mounted at the upper end thereof on a vehicle body for supporting a wheel, a lower seat fixed to the strut, an upper seat mounted on the vehicle body, and a helical compression spring mounted between the lower seat and the upper seat, with the strut enclosed in the spring. The spring has a coil axis substantially curved at a predetermined radius of curvature in an unloaded state of the spring. The lower seat is tilted at a first predetermined angle in such a direction that the longitudinal length of the spring at the outside of the vehicle body is shortened when the spring is mounted between the upper seat and the lower seat, and/or the upper seat is tilted at a second predetermined angle in such a direction that the longitudinal length of the spring at the inside of the vehicle body is shortened when the spring is mounted between the upper seat and the lower seat.

Abstract: An improved automotive suspension system is provided which is capable of moving the center of a junction thereof in accordance with shock and swing applied to an automotive frame. The improved automotive suspension system exert both shock absorption and anti-swing functions against slight external shock and swing by the resultant forces between the components connected to the center of the junction, to thereby facilitate the running and turning of a vehicle in a stable manner. The automotive suspension system has a new mechanical structure which operates against a slight shock or swing, by using a plurality of hydraulic cylinders and a rigid suspension rod in a conventional MacPherson strut type suspension system.

Abstract: In order to reduce a partially concentrated load affecting a spring seat by repulsion of the coil spring, an edge of the upper end of the coil spring is disposed against a portion of the spring seat having a relatively low solidity. Therefore, it is possible to eliminate the problem that the coils of the coil spring interfere with each other if a mid-portion of the coil spring in vertical direction is offset to the side to provide a partially concentrated load.